Offline Intelligence Advanced Driver Assistance System for Aircraft Towing

This application is a continuation-in-part of U.S. application Ser. No. 19/072,829, filed Mar. 6, 2025, which is a continuation of U.S. application Ser. No. 18/920,075, filed Oct. 18, 2024, each of which is hereby incorporated by reference in its entirety.

The present disclosure relates to aircraft ground handling systems, and more particularly to an autonomous system for capturing, lifting, and pushing back aircraft using a tow vehicle with an integrated turntable and sensor array.

Aircraft ground handling operations, including towing, pushback, and repositioning, are critical tasks performed at airports and on aircraft carriers. These operations require precise control and maneuvering of aircraft in confined spaces to ensure safety and efficiency. Conventional towing methods often involve the use of towbars, which can be cumbersome to connect and disconnect, and may place stress on the aircraft's landing gear during turns.

Towing vehicles for aircraft have evolved to include towbarless designs that directly engage the nose landing gear. These vehicles typically have a rotating platform or turntable to allow the aircraft to be turned while towing. However, existing systems may still face challenges in maintaining proper alignment between the tow vehicle and the aircraft, particularly during tight maneuvers or in adverse weather conditions.

The increasing size and complexity of modern aircraft, combined with the need for more efficient ground operations, has created a demand for more advanced and autonomous towing solutions. There is a particular need for systems that can reduce the risk of damage to aircraft, improve operational efficiency, and minimize the personnel required for ground handling tasks.

Additionally, as airports and aircraft carriers become more congested, there is a growing need for tow vehicles that can operate in tighter spaces and perform more precise maneuvers. This includes the ability to reposition aircraft quickly and safely in hangars, on flight decks, and in other confined areas where traditional towing methods may be impractical or inefficient.

Furthermore, the aviation industry is increasingly focused on reducing emissions and improving sustainability in all aspects of operations, including ground handling. This has led to interest in electric and hybrid tow vehicles that can operate with lower environmental impact while still meeting the demanding requirements of aircraft towing and pushback operations.

Conventional aircraft towing vehicles powered by gasoline or diesel engines often suffer from poor fuel efficiency and high operating costs. The complex mechanical systems in these engines require frequent maintenance, including oil changes, filter replacements, and component repairs, leading to increased downtime and expenses. Furthermore, the combustion of fossil fuels produces substantial amounts of harmful emissions, contributing to air quality degradation in airport environments.

Electric propulsion systems have emerged as a promising alternative for aircraft towing vehicles. However, the implementation of electric systems in this application presents unique challenges. Aircraft towing requires high torque and power output, particularly during initial movement and when overcoming the inertia of large aircraft. This demand for high current can strain conventional battery systems and limit operational capabilities.

Additionally, the operational requirements of airports necessitate minimal downtime for charging or maintenance. Towing vehicles must be available for extended periods to support continuous airport operations, which can be challenging for electric vehicles with limited battery capacity or long charging times.

The development of advanced battery management systems is critical to addressing these challenges. Such systems must be capable of delivering high currents for breakaway torque while maintaining efficiency and longevity. Furthermore, they should offer flexibility in terms of capacity and power output to accommodate various aircraft sizes and operational needs.

As the aviation industry continues to evolve, there is an increasing demand for innovative solutions that can enhance the efficiency, sustainability, and reliability of ground support equipment. Improved battery management systems for aircraft towing vehicles have the potential to significantly impact airport operations, reducing costs, minimizing environmental impact, and improving overall operational efficiency.

This summary is provided to introduce a selection of concepts in a simplified form that are further described below in the detailed description. This summary is not intended to identify key features or essential features of the claimed subject matter, nor is it intended to be used as an aid in determining the scope of the claimed subject matter.

According to an aspect of the present disclosure, a system for autonomous aircraft towing is provided. The system comprises a tow vehicle including a turntable lifting unit configured to engage with an aircraft's nose landing gear. The system comprises a sensor system mounted on the tow vehicle, the sensor system including at least one camera. The system comprises an Offline Intelligence Advanced Driver Assistance System (OI-ADAS) integrated with the tow vehicle, the OI-ADAS including a local processing unit configured to process sensor data in volatile memory without persistent storage and a controller configured to analyze visual cues from the camera to determine the tow vehicle's position and orientation, generate control commands for the tow vehicle based on the analyzed visual cues, control the turntable lifting unit to capture and lift the aircraft's nose landing gear, and maneuver the tow vehicle to tow the aircraft based on the generated control commands.

According to other aspects of the present disclosure, the system may include one or more of the following features. The OI-ADAS may be configured to operate without preexisting knowledge of the operating environment, wherein the local processing unit processes all sensed data exclusively in volatile memory, and wherein visual frames captured by the camera are discarded immediately after processing. The controller may be further configured to detect visual cues on a ground surface and navigate the tow vehicle based on the detected visual cues without relying on pre-existing maps or GPS data. The visual cues may include at least one of pushback lines, taxiway centerlines, or parking position indicators. The OI-ADAS may further comprise a collision avoidance module configured to detect obstacles in the tow vehicle's path using the sensor system, generate avoidance maneuvers in a fully autonomous mode by automatically adjusting the tow vehicle's trajectory to maintain safe distances from detected obstacles, and provide collision warnings and automatic intervention in an operator-controlled mode when potential collision risks are detected. The collision avoidance module may be further configured to monitor operator inputs during operator-controlled mode, detect intervention conditions including one or more of operator force applied to controls, excessive deviation from planned paths, and detection of imminent collision risks, and automatically transition between fully autonomous and operator-controlled modes based on the detected intervention conditions while maintaining safety constraints throughout the transition.

The OI-ADAS may further comprise integrated torque sensors at the turntable lifting unit and drive system configured to detect force feedback indicating resistance or unexpected forces during operation independently of visual sensor data and automatically initiate corrective responses including adjusting operation parameters or initiating emergency stopping procedures to maintain stability of the tow vehicle and aircraft. The integrated torque sensors may be further configured to monitor forces applied to the aircraft's nose landing gear during lifting and towing operations, detect abnormal force patterns indicating potential mechanical stress or misalignment, and generate autonomous responses by automatically reducing applied forces or halting operations when force thresholds are exceeded to prevent damage to the aircraft or tow vehicle. The OI-ADAS may further comprise a short-term path estimation module configured to predict the tow vehicle's trajectory based on current sensor data and control inputs. The sensor system may further include at least one of a gravitometer, an accelerometer, a gyroscope, and a magnetometer, and wherein the controller is further configured to fuse data from the camera and at least one of the gravitometer, accelerometer, gyroscope, or magnetometer to estimate the tow vehicle's pose.

According to another aspect of the present disclosure, a method for autonomous aircraft towing is provided. The method comprises engaging an aircraft's nose landing gear with a turntable lifting unit of a tow vehicle. The method comprises capturing sensor data from a sensor system mounted on the tow vehicle, the sensor system including at least one camera. The method comprises processing the sensor data in volatile memory without persistent storage using a local processing unit of an Offline Intelligence Advanced Driver Assistance System (OI-ADAS) integrated with the tow vehicle. The method comprises analyzing visual cues from the camera to determine the tow vehicle's position and orientation. The method comprises generating control commands for the tow vehicle based on the analyzed visual cues.

The method comprises controlling the turntable lifting unit to capture and lift the aircraft's nose landing gear. The method comprises maneuvering the tow vehicle to tow the aircraft based on the generated control commands.

According to other aspects of the present disclosure, the method may include one or more of the following features. The OI-ADAS may operate without preexisting knowledge of the operating environment, wherein processing the sensor data comprises processing all sensed data exclusively in volatile memory, and wherein the method further comprises discarding visual frames captured by the camera immediately after processing. The method may further comprise detecting visual cues on a ground surface and navigating the tow vehicle based on the detected visual cues without relying on pre-existing maps or GPS data. The visual cues may include at least one of pushback lines, taxiway centerlines, or parking position indicators. The method may further comprise detecting obstacles in the tow vehicle's path using the sensor system, generating avoidance maneuvers in a fully autonomous mode by automatically adjusting the tow vehicle's trajectory to maintain safe distances from detected obstacles, and providing collision warnings and automatic intervention in an operator-controlled mode when potential collision risks are detected. The method may further comprise monitoring operator inputs during operator-controlled mode, detecting intervention conditions including one or more of operator force applied to controls, excessive deviation from planned paths, and detection of imminent collision risks, and automatically transitioning between fully autonomous and operator-controlled modes based on the detected intervention conditions while maintaining safety constraints throughout the transition.

The method may further comprise detecting force feedback indicating resistance or unexpected forces during operation independently of visual sensor data using integrated torque sensors at the turntable lifting unit and drive system and automatically initiating corrective responses including adjusting operation parameters or initiating emergency stopping procedures to maintain stability of the tow vehicle and aircraft. The method may further comprise monitoring forces applied to the aircraft's nose landing gear during lifting and towing operations, detecting abnormal force patterns indicating potential mechanical stress or misalignment, and generating autonomous responses by automatically reducing applied forces or halting operations when force thresholds are exceeded to prevent damage to the aircraft or tow vehicle. The method may further comprise predicting the tow vehicle's trajectory based on current sensor data and control inputs using a short-term path estimation module. The sensor system may further include at least one of a gravitometer, an accelerometer, a gyroscope, and a magnetometer, and wherein the method further comprises fusing data from the camera and at least one of the accelerometer, gyroscope, or magnetometer to estimate the tow vehicle's pose.

The foregoing general description of the illustrative embodiments and the following detailed description thereof are merely exemplary aspects of the teachings of this disclosure and are not restrictive.

The following description sets forth exemplary aspects of the present disclosure. It should be recognized, however, that such description is not intended as a limitation on the scope of the present disclosure. Rather, the description also encompasses combinations and modifications to those exemplary aspects described herein.

The present disclosure provides an autonomous system for capturing, lifting, and pushing back aircraft using a tow vehicle equipped with an integrated turntable lifting unit, sensor fusion system, and controller. This system is designed to enhance the efficiency and precision of aircraft ground handling operations, reducing the risk of damage to aircraft and minimizing the need for manual labor.

The automated 360° turntable lifting unit is a key component of the system, designed to rotate and lift for attachment to a wide range of single and double nose-wheel aircraft configurations. This unit allows the tow vehicle to attach to the aircraft's nose landing gear (NLG) directly from any side of the aircraft, eliminating the need for an exit route and increasing the utilization of space.

The sensor fusion system, integrated with the turntable lifting unit, comprises multiple sensor technologies, such as high-resolution camera sensors, ultrasonic sensors, radar sensors, and laser sensors. These sensors work in unison to detect the NLG and guide the tow vehicle during operations. In some embodiments, the sensor fusion system can also detect pushback lines and other markings on the ground or tarmac, human gestures, environmental conditions, and obstacles, facilitating autonomous pushback operations.

The controller processes data from the sensor fusion system and controls the turntable lifting unit to automatically adjust the position of the tow vehicle relative to the NLG. In some embodiments, the controller includes an artificial intelligence/machine learning component trained on real-world conditions to facilitate autonomous decision-making during pushback operations.

Together, these components form a comprehensive system for autonomous aircraft capturing, lifting, and pushback, offering significant improvements over conventional aircraft ground handling methods.

1 FIG.A 100 100 100 100 Referring to, the tow vehicleis depicted in a perspective view. The tow vehiclehas a main body with a generally rectangular shape and rounded corners. This design may provide stability and maneuverability during operations. The body of the tow vehicleincludes a central opening or cavity in its upper surface. This cavity may house internal mechanisms or components, such as the turntable lifting unit, sensor system, and controller, which contribute to the functionality of the tow vehicle.

100 104 106 104 106 104 100 106 The tow vehicleincorporates multiple sensorsand sensorspositioned at various points around its body. In some aspects, these sensorsandmay be used for environmental awareness and navigation. For example, sensorsmay be used to sense and monitor the NLG, the positioning of the tow vehiclerelative to the aircraft, and/or the presence of obstacles or hazards around the aircraft. In some cases, sensorsmay be used to detect pushback lines and other markings on the ground or tarmac, human gestures, environmental conditions, and/or obstacles, such as other aircraft, to facilitate autonomous pushback operations.

100 In some aspects, the tow vehiclemay be manually controlled by a human operator through wired or wireless means, allowing for direct control of its movements and functions. This manual control mode may be useful in situations that require human judgment or in environments where autonomous operation is not feasible or desired.

100 100 In other embodiments, the tow vehiclemay operate in a semi-autonomous mode. In this mode, the system may require only minimal input from a human operator to initiate operations and provide high-level instructions. For example, an operator may input a destination or a specific task, and the tow vehiclemay then autonomously execute the necessary movements and actions to complete the task, while still allowing for human oversight and intervention if needed.

100 In still other embodiments, the tow vehiclemay be capable of fully autonomous operation. In this mode, the vehicle may perform complex aircraft handling tasks, including capturing, lifting, and pushing back aircraft, without direct human control. The autonomous mode may utilize the sensor fusion system, controller, and other integrated components to navigate the airport environment, make decisions, and execute operations based on pre-programmed algorithms and real-time data analysis.

1 FIG.B 100 104 106 100 100 100 Referring to, the tow vehicleis depicted in a top view, providing a clear view of the sensor system. The sensor system comprises multiple sensorsand sensors, which may be strategically positioned around the tow vehicle. This positioning may allow for comprehensive environmental awareness and navigation during operations. The sensor system of the tow vehiclecan be configured to detect a type of aircraft and/or the nose landing gear (NLG) of an aircraft. This detection capability supports the autonomous capturing and lifting process, as it enables the tow vehicleto accurately locate and secure the NLG.

100 The sensor system comprises at least one of a camera sensor, an ultrasonic sensor, a radar sensor, or a laser sensor. These different types of sensors may work in unison to provide a comprehensive sensing capability. For example, camera sensors may capture high-resolution images of the aircraft, its NLG, and the surrounding environment, while ultrasonic sensors may measure the distance between the tow vehicleand the NLG. Radar sensors may detect the presence of obstacles or hazards around the aircraft, and laser sensors may provide precise measurements of the NLG dimensions. In some embodiments, the sensor system may include additional sensors or different types of sensors, depending on the specific requirements of the aircraft capturing and lifting process.

100 100 100 The data collected by the sensor system is processed by a controller of the tow vehicle. The controller determines the position of the aircraft and its NLG based on the sensor data and controls the turntable lifting unit to automatically adjust the position of the tow vehiclerelative to the NLG. This autonomous adjustment capability allows the tow vehicleto accurately align with the NLG, facilitating the capturing and lifting process.

In some aspects, the controller of the tow vehicle may be embodied as a combination of hardware and software components integrated within the tow vehicle's systems. The controller may include a central processing unit (CPU) or microprocessor, memory modules, and various input/output interfaces. The software component may comprise firmware, operating systems, and application-specific programs designed to process sensor data, make decisions, and control the tow vehicle's operations.

The controller may be connected to the Controller Area Network (CAN) bus system of the tow vehicle. This connection may allow the controller to communicate with and control various components of the tow vehicle, including the turntable lifting unit, drive systems, and sensor arrays. The CAN bus may facilitate real-time data exchange between different modules of the tow vehicle, enabling coordinated and efficient operation of all systems.

In some implementations, the controller may interface with one or more additional communication devices to enhance its connectivity and functionality. These communication devices may include wireless modules supporting various protocols such as Wi-Fi, cellular networks, or radio frequency (RF) communication. For example, a Wi-Fi module may allow the controller to connect to local networks at airports or maintenance facilities, potentially enabling remote monitoring and control of the tow vehicle. A cellular modem may provide wide-area network connectivity, allowing the controller to receive updates, transmit operational data, or communicate with remote operators over long distances. RF communication modules may enable short-range, low-latency communication with other ground support equipment or control towers.

The integration of these wireless communication capabilities may allow the controller to receive real-time instructions, update its operational parameters, or transmit status information to remote monitoring systems. In some cases, this may enable remote operation or supervision of the tow vehicle, enhancing its flexibility and utility in various airport environments.

106 100 In some embodiments, sensorsmay be configured as 360-degree sensors, providing a complete view of the surrounding environment. This capability may be particularly useful during pushback operations, where the tow vehicleneeds to navigate through complex airport environments. The 360-degree sensors may detect pushback lines, other markings on the ground or tarmac, human gestures, environmental conditions, and obstacles, such as other aircraft.

In some implementations, the 360-degree sensors may utilize Light Detection and Ranging (LiDAR) technology. A LiDAR sensor may emit laser pulses in a 360-degree horizontal plane around the tow vehicle, measuring the time it takes for the pulses to reflect off surrounding objects and return to the sensor. This may allow the sensor to create a detailed 3D map of the environment in real-time.

The LiDAR sensor may be mounted on top of the tow vehicle, potentially providing an unobstructed view of the surroundings. It may rotate rapidly, sending out thousands of laser pulses per second to build a comprehensive point cloud of the area. This point cloud data may be processed by the controller to identify objects, determine their distance and position relative to the tow vehicle, and detect potential obstacles or hazards.

In some aspects, the 360-degree LiDAR sensor may work in conjunction with other sensor types to enhance the overall sensing capabilities of the tow vehicle. For example, the LiDAR data may be fused with information from cameras or radar sensors to provide a more robust and accurate representation of the environment. This sensor fusion approach may help overcome limitations of individual sensor types, such as the ability to detect objects in low-light conditions or distinguish between different types of ground markings.

The 360-degree sensor may also incorporate advanced filtering algorithms to differentiate between static and moving objects in the environment. This capability may be particularly useful in busy airport settings, where the tow vehicle needs to navigate around both stationary obstacles and moving vehicles or personnel.

In some implementations, the sensor fusion system may connect to, communicate with, or otherwise integrate with external sensor systems at the airport or on the aircraft carrier. These external sensor systems may include camera systems, LiDAR sensors, GPS tracking systems, or other systems for monitoring the position and movement of objects in the surrounding environment. The sensor fusion system may leverage information gleaned from these other systems and/or coordinate with them directly for obstacle avoidance, safety compliance, autonomous decision making, operations management, and the like.

External sensor systems may be implemented at fixed locations such as on towers, buildings, or runways. For example, high-resolution cameras mounted on airport terminals may provide a wide-angle view of the tarmac, allowing for real-time tracking of multiple aircraft and ground vehicles simultaneously. LiDAR sensors installed along taxiways may create detailed 3D maps of the area, helping to identify potential obstacles or changes in the environment.

100 In some aspects, external sensor systems may also be implemented on mobile platforms. Tow vehiclesequipped with the sensor fusion system may maintain constant communication with each other and/or one or more support vehicles. These support vehicles may take the form of autonomous or semi-autonomous ground vehicles as well as aircraft like drones.

100 100 100 The ground vehicles or drones may be configured to dock with the tow vehicle, and, when needed, separate from the tow vehicleto provide additional monitoring capabilities. These capabilities may be especially advantageous during autonomous pushback operations where the aircraft itself creates certain blind spots for the sensors on the tow vehicle. The support vehicles may be configured to cover these blind spots as well as provide an additional layer of visibility to other vehicles and personnel in the vicinity.

100 In some implementations, support vehicles may be equipped with flashing lights or other visual indicators to enhance their visibility. This feature may help alert other ground personnel or vehicles to the presence of the tow vehicleand its one or more support units, thereby improving overall safety in busy airport environments.

The integration of external sensor systems with the tow vehicle's sensor fusion system may allow for a more comprehensive and accurate understanding of the operational environment. For instance, data from fixed cameras on airport buildings may be combined with real-time information from the tow vehicle's onboard sensors and mobile support units to create a multi-layered, dynamic representation of the surroundings. This enhanced situational awareness may enable more efficient and safer autonomous operations.

In some cases, the communication between the tow vehicle and external sensor systems may be facilitated through a centralized control system. This system may act as a hub, collecting and processing data from various sources and distributing relevant information to individual tow vehicles as needed. Such a setup may allow for coordinated movements of multiple tow vehicles and support units, optimizing traffic flow and reducing the risk of conflicts or collisions.

The integration with external sensor systems may also enhance the tow vehicle's ability to adapt to changing environmental conditions. For example, in low visibility situations such as fog or heavy rain, the tow vehicle may rely more heavily on data from fixed LiDAR sensors or radar systems to supplement its own sensor capabilities. This adaptability may allow for continued safe operation in a wider range of weather conditions.

1 FIG.B 2 2 2 FIGS.A,B, andC 100 102 102 100 102 200 Continuing with the description of, the tow vehicleincludes a turntable lifting unit (TLU)positioned centrally within its body. In some aspects, the TLUis configured to automatically rotate and lift for attachment to a wide range of single and double nose-wheel aircraft configurations. This allows the tow vehicleto attach to the aircraft's NLG directly from any side of the aircraft, eliminating the need for an exit route and increasing the utilization of space. The TLUis described in more detail with respect to TLUin.

100 100 100 The tow vehiclemay also include a visual line guidance and object recognition system. This system may be configured to detect line markings, objects, or symbols and control the tow vehiclein response. For example, the visual line guidance and object recognition system may detect pushback lines on the ground or tarmac, facilitating autonomous pushback operations. In some cases, the visual line guidance and object recognition system may also detect human gestures, such as hand signals, and control the tow vehicleaccordingly.

1 FIG.C 100 100 100 108 108 100 108 Referring to, the tow vehicleis depicted in a side view, providing a clear view of its overall shape and key components. The tow vehiclehas a low-profile, elongated body with a tapered front end and a more elevated rear section. The tow vehiclemay be configured with two types of wheels for movement. Caster wheelsprovide maneuverability for steering. The caster wheelsmay rotate freely in multiple directions, similar to wheels on a shopping cart, allowing for enhanced maneuverability of the tow vehicle. In some aspects, these caster wheelsmay be equipped with a magnetic brake system that operates in the direction of rotation, which corresponds to the direction of vehicle travel.

108 108 100 110 The magnetic brake system may include electromagnetic components that, when activated, generate a magnetic field to apply braking force to the caster wheels. This braking mechanism may be particularly useful in emergency stop situations. In the event that an emergency stop is initiated, the magnetic brakes on the caster wheelsmay activate to prevent the tow vehiclefrom turning sideways too quickly if one side of the drive wheelsstarts to slip.

100 100 100 108 110 By applying braking force in the direction of rotation, the magnetic brake system may help maintain the stability and control of the tow vehicleduring rapid deceleration. This feature may enhance the safety of the towing operation by reducing the risk of the tow vehicleskidding or jackknifing during emergency stops or on slippery surfaces. The controller of the tow vehiclemay be configured to activate the magnetic brakes on the caster wheelsin coordination with the braking of the drive wheels. This coordinated braking approach may help ensure a more controlled and stable stop, even in challenging conditions or emergency situations.

110 100 100 110 100 Drive wheelscan be a part of a drive wheel system and may serve as the main propulsion and steering mechanism for tow vehicle. The drive wheel system of the tow vehiclemay incorporate two individual drive units, each containing a redundant drive system with twin electrical high-torque rotary drive hub gear motors. These drive units may be positioned on opposite sides of the vehicle, with each unit controlling one of the drive wheels. This configuration may allow for independent control of each side of the tow vehicle, enabling precise maneuvering and rotation capabilities.

100 110 100 110 110 110 100 In some aspects, the drive wheel system may be designed to allow the two drive units of the tow vehicleto operate independently. This independent operation may be achieved by controlling the rotation direction and speed of each drive wheelseparately. For example, to rotate the tow vehiclein place, the controller may command one drive wheelto rotate in a forward direction while simultaneously commanding the opposite drive wheelto rotate in a reverse direction. This opposing rotation of the drive wheelsmay create a pivoting effect, allowing the tow vehicleto turn on its central axis without forward or backward movement.

100 The ability to rotate in place may be particularly advantageous in confined spaces such as crowded airport aprons or narrow hangars. This feature may allow the tow vehicleto maneuver efficiently around obstacles and position itself precisely relative to aircraft, potentially improving the overall efficiency of ground handling operations.

110 110 In some implementations, the drive wheel system may include variable speed control for each drive wheel. This variable speed control may allow for more nuanced movements, such as gradual turns or slight adjustments in position. The controller may adjust the speed of each drive wheelindependently based on input from the sensor system, potentially enabling smooth and precise movements during aircraft capturing, lifting, and pushback operations.

110 100 The drive wheel system may also incorporate advanced traction control features. In some cases, the controller may monitor the rotation speed of each drive wheeland adjust power delivery to prevent wheel slip. This traction control capability may be particularly useful when operating on wet or slippery surfaces, potentially enhancing the safety and reliability of the tow vehiclein various weather conditions.

100 110 100 In some aspects, the tow vehiclemay be configured with two or more drive wheelson each side to enhance traction, stability, and load-bearing capacity. This configuration may distribute the weight of the tow vehicleand the aircraft more evenly across multiple points of contact with the ground.

110 100 110 The multiple drive wheelson each side may be arranged in a tandem configuration, where they are aligned one behind the other. This arrangement may allow the tow vehicleto maintain a relatively narrow profile while still benefiting from increased traction and load distribution. In some implementations, the drive wheelsmay be mounted on independent suspension systems, enabling them to adapt to uneven surfaces and maintain consistent ground contact.

110 100 110 Each of the drive wheelsin this multi-wheel configuration may be powered by its own electric motor, potentially allowing for even more precise control over the tow vehicle's movement. The controller of the tow vehiclemay be programmed to coordinate the operation of these multiple drive wheels, adjusting the power output to each wheel based on factors such as the weight distribution of the aircraft, the surface conditions, and the desired maneuver.

110 100 In some cases, the use of multiple drive wheelson each side may enable the tow vehicleto handle heavier aircraft or operate in more challenging environmental conditions. For example, this configuration may provide better traction on wet or icy surfaces, or when moving aircraft on inclined surfaces such as those found on some aircraft carriers.

100 110 100 The multi-wheel design may also contribute to the redundancy and reliability of the tow vehicle. If one drive wheelor its associated motor were to malfunction, the remaining wheels could potentially continue to provide sufficient propulsion and control to complete the aircraft handling operation or move the tow vehicleto a safe location for maintenance.

2 FIG.A 1 FIG.A 1 FIG.B 1 FIG.C 200 200 200 100 Referring to, the turntable lifting unit (TLU)is depicted in a top view, providing a clear view of its key components and their functions in capturing, securing, and manipulating the aircraft's NLG. The TLUmay be integrated into various configurations to accommodate different operational needs and environments. While the TLUis shown as part of the tow vehiclein,, and, it may also be implemented in other forms.

200 200 In some aspects, the TLUmay be designed as standalone equipment. This configuration may allow for greater flexibility in deployment and use across different airport or carrier environments. As a standalone unit, the TLUmay be equipped with its own power source, sensor system, control systems (including, for example, the controller described above), and mobility features, enabling it to operate independently of a larger vehicle.

200 200 In other implementations, the TLUmay be combined with or attached to a towbar. This configuration may provide a hybrid solution that leverages the traditional towbar approach while incorporating the advanced capturing and lifting capabilities of the TLU. The towbar-TLU combination may offer enhanced maneuverability and precision in aircraft handling, particularly in situations where a full tow vehicle is not required or practical.

200 200 Additionally, the TLUmay be combined with or attached to different types of vehicles or trailers. This versatility allows for integration with existing ground support equipment or specialized vehicles used in various aviation contexts. For example, the TLUmay be mounted on a compact electric vehicle for use in tight hangar spaces, or it may be integrated into a larger, more robust vehicle for outdoor operations in challenging weather conditions.

200 The sensor system and control mechanisms of the TLUmay be adapted to suit each of these configurations. For standalone or towbar-attached implementations, additional sensors or control interfaces may be incorporated to ensure safe and efficient operation without the support of a full tow vehicle. When combined with different vehicles or trailers, the TLU's control systems may be integrated with the host vehicle's systems to provide seamless operation and enhanced functionality.

200 These various implementations of the TLUmay expand its applicability across a wide range of aircraft handling scenarios, from small regional airports to large international hubs, and from traditional ground operations to specialized military applications. The flexibility in configuration may allow operators to select the most appropriate implementation based on their specific needs, infrastructure, and operational constraints.

202 200 202 The automated turntablemay form a central part of TLU, providing a rotational platform. The automated turntablemay be designed to provide precise 360-degree rotation capabilities, allowing for flexible positioning of the aircraft's NLG. This rotational capability may be achieved through the use of a high-precision electric motor coupled with a gear reduction system. The gear reduction system may allow for smooth and controlled rotation, even when under the load of an aircraft.

202 200 In some implementations, the automated turntablemay utilize a large diameter bearing to support the rotational movement. This bearing may be designed to handle both the vertical loads from the aircraft's weight and the horizontal loads that may occur during towing operations. The outer race of this bearing may be fixed to the frame of the TLU, while the inner race may be connected to the rotating platform that supports the aircraft's NLG.

202 The rotational movement of the automated turntablemay be controlled by a servo system that provides precise position control. This servo system may include a motor driver that interprets commands from the main controller and translates them into the appropriate voltage and current signals to drive the motor. The motor may be equipped with an integrated brake system that can hold the turntable in position when rotation is not required, providing additional safety and stability.

202 216 216 To monitor and control the positioning of the automated turntable, an absolute encodermay be incorporated into the system. The absolute encodermay provide continuous, high-resolution feedback on the exact angular position of the turntable. Unlike incremental encoders that only measure relative movement, an absolute encoder can determine the turntable's position immediately upon startup, without requiring a homing or reference move.

216 216 In some aspects, the absolute encodermay utilize a multi-turn design, allowing it to track multiple complete rotations of the turntable. This feature may be particularly useful in applications where the turntable needs to rotate through multiple revolutions during operation. The absolute encodermay communicate with the system's controller using a digital interface, such as SSI (Synchronous Serial Interface) or BiSS (Bidirectional Serial Synchronous Interface), providing fast and reliable position data.

216 The controller may use the data from the absolute encoderto implement closed-loop control of the turntable's position. This control system may allow for extremely precise positioning, potentially achieving accuracy within fractions of a degree. The controller may also use this position data to implement motion profiles for smooth acceleration and deceleration of the turntable, reducing wear on the system and providing a more stable platform for the aircraft's NLG.

In some implementations, the system may include multiple redundant absolute encoders to enhance reliability and safety. These redundant encoders may be compared in real-time to detect any discrepancies that could indicate a sensor failure or other system issue.

202 The combination of the high-precision motor, gear reduction system, and absolute encoder feedback may allow the automated turntableto achieve both rapid rotation for efficient aircraft positioning and extremely fine adjustments for precise alignment. This capability may be particularly useful in confined spaces or when aligning the aircraft with specific ground markings or equipment.

200 204 200 204 206 208 204 204 TLUincludes a gate, which can serve as an entry and exit point for the TLU. Adjacent to the gate, on either side, are lock actuatorsand gate actuators. These actuators are responsible for the operation and locking mechanism of the gate. In some cases, the gateis configured to automatically unlock, open to receive the NLG, close to secure the NLG, and lock.

200 206 208 214 In some implementations, the actuators used in the TLU, such as the lock actuators, gate actuators, and moving floor actuators, may be entirely electrical. This configuration may eliminate the need for hydraulic systems, potentially offering several advantages.

204 210 Electrical actuators may provide precise control and positioning capabilities, allowing for smooth and accurate movements of the gate, moving floor, and other components. The use of electrical actuators may also eliminate concerns associated with hydraulic systems, such as fluid leaks, pressure loss, or temperature-related performance variations. This may result in a more environmentally friendly system, as there is no risk of hydraulic fluid contamination. Additionally, electrical actuators may require less maintenance compared to hydraulic systems, potentially reducing downtime and operational costs.

100 200 In some aspects, electrical actuators may offer improved energy efficiency, as they may only consume power when actively moving or holding a position. This characteristic may contribute to the overall energy efficiency of the tow vehicleor standalone TLU, potentially extending operational time between charges for battery-powered implementations.

The electrical actuators may be designed with built-in position feedback mechanisms, allowing for real-time monitoring of their status and position. This feature may enhance the system's ability to detect and respond to any irregularities or malfunctions, potentially improving overall reliability and safety.

200 In some cases, the use of electrical actuators may allow for a more compact and lightweight design of the TLU. This may be particularly advantageous in applications where space or weight constraints are significant factors, such as in compact tow vehicles or portable systems.

200 204 200 In some implementations, the TLUmay incorporate an emergency gate release mechanism to allow manual opening of the gatein the event of a power failure or system malfunction. This feature may enhance the safety and reliability of the TLUby providing a backup method for releasing an aircraft's NLG in emergency situations.

200 206 208 204 The emergency gate release mechanism may be designed as a mechanical system that can be operated without electrical power. In some aspects, this mechanism may include a manual lever or handle located on the exterior of the TLU, easily accessible to ground personnel. When activated, this lever may disengage the lock actuatorsand override the gate actuators, allowing the gateto be opened manually.

204 In some aspects, the emergency gate release mechanism may be designed with a fail-safe approach, where the loss of power automatically triggers the release of the locking mechanism. This design may ensure that the gatecan be opened manually even if the emergency release lever is not immediately accessible or operable.

200 210 210 214 210 210 212 The TLUincorporates a moving floor, which can be a segmented platform capable of horizontal and vertical movement. This moving floorcan be controlled by the moving floor actuators, positioned at opposite corners of the unit. In some embodiments, the moving flooris configured to adjust to accommodate different nose wheel sizes. In some aspects, the moving floormay be configured to automatically slide under the NLG wheel or wheels, working in conjunction with the NLG clampsto effectively “grab” the NLG from both the top and bottom.

210 200 214 210 210 The moving floormay incorporate a self-locking mechanism to prevent unintended movement under mechanical loads. This feature may enhance the safety and stability of the TLUduring aircraft handling operations. In some implementations, the self-locking mechanism may employ a brake system integrated with the moving floor actuators. This brake system may automatically engage when the actuators are not in operation, securing the moving floorin its current position. The brakes may be designed to hold the full weight of the aircraft's NLG, ensuring that the moving floorremains stationary even under maximum load conditions.

200 210 The control system of the TLUmay monitor the status of the self-locking mechanism, ensuring that it is properly engaged before allowing any load to be placed on the moving floor. This integration may provide an additional safety check in the aircraft handling process, potentially reducing the risk of accidents or equipment damage.

210 200 210 214 The operation of the moving floormay involve a series of coordinated movements. As the TLUsurrounds the NLG, the moving floormay extend outward, positioning itself beneath the NLG wheels. This extension may be controlled by the moving floor actuators, which may provide precise horizontal movement of the floor segments.

210 210 214 200 Once the moving flooris properly positioned under the NLG wheels, the moving floormay then function as an elevator mechanism. In this phase of operation, the moving floor actuatorsmay control the vertical movement of the floor, lifting the NLG off the ground. This lifting action may be synchronized with the overall operation of the TLU, allowing for a smooth and controlled elevation of the aircraft's nose.

210 200 The ability of the moving floorto adjust to different nose wheel sizes may enhance the versatility of the TLU. This adaptability may be achieved through the use of segmented floor panels that can be individually controlled or through a flexible floor design that can conform to various wheel diameters.

210 In some implementations, sensors integrated into the moving floormay detect the weight and position of the NLG wheels, providing feedback to the control system. This feedback may allow for real-time adjustments to the floor position and lifting force, ensuring optimal support and stability throughout the capturing and lifting process.

210 200 The moving floor, in combination with other components of the TLU, may contribute to a fully autonomous and precise method of aircraft handling. This system reduces the need for manual intervention, enhances safety, and improves the efficiency of ground operations in various aviation environments.

212 210 212 After the NLG has been lifted, the NLG clampsmay engage from above, securing the upper portion of the NLG. The combination of the moving floorsupporting from below and the NLG clampssecuring from above may create a stable and secure hold on the NLG.

212 212 202 212 210 212 One or more NLG clamps(also referred to as nose wheel adapters) may be used to secure an aircraft's NLG. The NLG clampsare positioned on opposite sides of the automated turntable. In some cases, the NLG clampsare configured to automatically position themselves to hold down the NLG when weight is detected on the moving floor. The NLG clampsmay include electro-cylinders connected to the CAN bus.

212 212 The NLG clampsmay be operated by fully electric actuators and controlled by the controller to provide precise and efficient securing of the aircraft's NLG. In some implementations, each NLG clampmay be equipped with its own dedicated electric actuator, allowing for independent control and movement of each clamp.

212 The electric actuators for the NLG clampsmay utilize high-torque servo motors coupled with precision gear systems. These motors may provide the necessary force to securely clamp the NLG while also allowing for fine adjustments in positioning. The gear systems may enable smooth and controlled movement of the clamps, potentially reducing wear on both the clamps and the aircraft's landing gear.

212 210 In some aspects, the controller may utilize feedback from various sensors to determine the optimal positioning and clamping force for the NLG clamps. These sensors may include load cells to measure the weight distribution on the moving floor, proximity sensors to detect the exact position of the NLG, and force sensors within the clamps themselves to monitor the applied pressure.

212 104 106 200 In some cases, the NLG clampsmay automatically adjust to accommodate different NLGs for various types of aircraft. This adjustment may be based on data from sensorsand/or sensors, which may identify the type of aircraft and/or the precise dimensions and configurations of the NLG. This adaptive capability may enable the TLUto handle a wide range of aircraft types efficiently.

212 210 The controller may implement closed-loop control algorithms to manage the operation of the NLG clamps. When weight is detected on the moving floor, the controller may initiate a sequence to position the clamps. This sequence may involve gradually closing the clamps while continuously monitoring sensor feedback to ensure proper alignment and contact with the NLG.

In some implementations, the controller may automatically adjust the clamping force dynamically based on the aircraft's weight and environmental conditions. For example, in windy conditions, the controller may increase the clamping force to provide additional stability. The electric actuators may allow for rapid adjustments in response to changing conditions or operational requirements.

212 200 204 210 The controller may also coordinate the operation of the NLG clampswith other components of the TLU. For instance, the clamping process may be synchronized with the movement of the gateand the adjustment of the moving floorto ensure a smooth and efficient capture of the NLG.

212 In some cases, the electric actuators for the NLG clampsmay incorporate built-in position encoders. These encoders may provide real-time feedback on the exact position of each clamp, allowing the controller to maintain precise control over the clamping process. This feedback may also be used for diagnostic purposes, potentially enabling early detection of any misalignments or mechanical issues.

212 The use of fully electric actuators for the NLG clampsmay offer advantages in terms of maintenance and reliability. These actuators may require less frequent maintenance compared to hydraulic systems, and their performance may be less affected by temperature variations. Additionally, the electric actuators may provide more consistent operation over time, potentially enhancing the overall reliability of the aircraft capturing process.

212 In some implementations, the controller may include safety features specifically designed for the operation of the NLG clamps. These features may include torque limiting to prevent over-clamping, obstacle detection to avoid potential collisions during clamp movement, and emergency release functions that can quickly disengage the clamps if necessary.

2 FIG.B 2 FIG.B 200 204 200 204 202 200 204 204 200 Referring to, the TLUis depicted in a top view, providing a view of its components and their functions in capturing, securing, and manipulating the aircraft's NLG. The gateinis shown in an open position, allowing for the entry of the aircraft's NLG into the TLU. The gateis coupled to the automated turntableand is configured to automatically unlock and open to receive the NLG. Once the NLG is positioned within the TLU, the gateis configured to close and secure the NLG. The gateis then locked to ensure the secure attachment of the NLG to the TLU.

204 206 208 204 206 204 204 208 204 Adjacent to the gate, on either side, are lock actuatorsand gate actuators. These actuators are responsible for the operation and locking mechanism of the gate. The lock actuatorsare configured to engage and disengage the locking mechanism of the gate, ensuring that the gateremains securely closed during the aircraft capturing and lifting process. The gate actuatorsare responsible for the opening and closing operations of the gate.

204 206 208 204 The autonomous operation of the gateand its associated actuatorsandcontributes to the overall efficiency and safety of the aircraft capturing and lifting process. By automating these operations, the need for manual intervention is reduced, minimizing the risk of human error and potential damage to the aircraft's NLG. Furthermore, the autonomous operation of the gateallows for rapid and precise capturing and lifting of the aircraft, enhancing the overall efficiency of the aircraft ground handling operations.

2 FIG.C 200 210 212 Referring to, the TLUis depicted in a perspective view. The integration of the components described above may enable a series of autonomous processes for adjusting to, securing, and lifting the aircraft's NLG. The system may first use sensor data to determine the approaching aircraft's NLG configuration. Based on this information, the moving floorand NLG clampsmay adjust to the appropriate positions.

204 204 210 As the aircraft approaches, the gatemay open, allowing the NLG to enter the unit. Once the NLG is detected in the correct position, the gatemay close and lock, securing the NLG within the unit. The moving floormay then make fine adjustments to ensure optimal support.

202 212 216 With the NLG properly secured, the automated turntablemay initiate the lifting process, while the NLG clampsengage to hold the NLG securely in place. Throughout this process, the absolute encodermay provide continuous feedback to ensure precise control and positioning of all components.

200 This autonomous sequence may streamline the aircraft capturing and lifting process, potentially reducing the time required for ground operations and minimizing the risk of human error or equipment damage. The design of the TLUmay allow for efficient handling of various aircraft types, adapting to different NLG configurations and sizes with minimal manual intervention.

200 200 During autonomous pushback processes, the TLUmay work in coordination with the tow vehicle's sensor system. As the tow vehicle follows the pushback line and makes turns, the TLUmay automatically adjust its position and orientation to maintain the proper alignment of the NLG.

200 In some cases, the TLUmay include additional sensors specifically designed to monitor the orientation of the NLG relative to the aircraft's roll axis. These sensors may provide real-time data that allows the system to make immediate corrections if any misalignment is detected.

200 The CAN bus may facilitate rapid communication between all components of the TLUand the tow vehicle's control systems. This high-speed data exchange may enable the system to respond quickly to any changes in alignment, ensuring that the NLG remains straight relative to the aircraft's roll axis throughout the pushback and towing operations.

3 FIG. 300 302 illustrates an autonomous aircraft capturing processthat may involve a sequence of steps for lowering the TLU, securing the NLG, and preparing for aircraft repositioning. The process may begin with step, where the TLU is lowered into position. This step may involve adjusting the height of the TLU to align with the aircraft's NLG.

304 306 Following the lowering of the TLU, the process may proceed to step, where the gate is unlocked. This action may prepare the TLU to receive the aircraft's NLG. Once unlocked, the process may move to step, where the gate is opened. The open gate may provide a clear path for the NLG to enter the TLU.

308 In step, the TLU may surround the NLG. This step may involve precise positioning of the TLU around the NLG, using sensor data to guide the alignment.

In some embodiments, the TLU may operate in coordination with the tow vehicle's drive system to automatically maneuver the tow vehicle around the NLG and adjust the TLU accordingly to capture the NLG. This coordinated operation may involve a sophisticated interplay between the tow vehicle's sensors, drive system, and the TLU's components.

104 106 The tow vehicle's sensor system, which may include sensorsand, may continuously scan the environment to detect the position and orientation of the aircraft's NLG. As the tow vehicle approaches the aircraft, the controller may process this sensor data in real-time to determine the optimal path for positioning the TLU around the NLG.

110 Based on this processed data, the controller may send commands to the tow vehicle's drive system, which may include the drive wheels. These commands may direct the tow vehicle to execute precise movements, potentially including forward, backward, and rotational maneuvers. The drive system may utilize its independent wheel control to perform these movements with a high degree of accuracy.

204 208 210 214 212 As the tow vehicle maneuvers, the TLU may simultaneously adjust its components in preparation for NLG capture. The gatemay open at the appropriate time, guided by the gate actuators. The moving floormay adjust its position using the moving floor actuators, preparing to receive the NLG. The NLG clampsmay also pre-position themselves based on the anticipated NLG configuration.

216 202 The controller may continuously update these adjustments as the tow vehicle approaches the NLG, using feedback from the absolute encoderand other sensors to ensure precise alignment. In some cases, the automated turntablemay rotate to achieve the optimal orientation for NLG capture.

In some implementations, the system may utilize machine learning algorithms to optimize this coordinated operation. These algorithms may analyze data from previous capture operations to refine the maneuvering and adjustment processes, potentially improving efficiency and accuracy over time.

The seamless coordination between the tow vehicle's drive system and the TLU may allow for swift and precise NLG capture, potentially reducing the time required for aircraft handling operations. This autonomous approach may also enhance safety by minimizing the need for personnel to be in close proximity to the aircraft during the capture process.

310 312 Once the NLG is properly positioned within the TLU, the process may advance to step, where the gate is closed. This action may be followed by step, where the gate is locked, securing the NLG within the TLU.

314 After the NLG is enclosed and secured, the process may proceed to step, where the moving floor is adjusted. This adjustment may accommodate the specific dimensions and configuration of the captured NLG. In some aspects, the moving floor may be designed to slide under the NLG in a manner similar to a wedge, providing pressure on the opposite side of the NLG wheel(s) as the gate.

210 204 316 214 Once the NLG is positioned on the moving floorand the gateis closed and locked, the system may initiate the lifting process at step. The moving floor actuatorsmay raise the entire floor assembly, including the captured NLG. This lifting action may raise the aircraft's nose so that it can be clamped and fully secured prior to any towing and/or pushback operations.

318 212 In step, the NLG may be clamped (e.g., with NLG clamps), providing additional security and stability at the top of the NLG.

320 The final step in the process, step, may involve rotating the TLU without turning the NLG, i.e., the tow vehicle can turn in place while maintaining the orientation of the TLU and the captured NLG. This capability may enable the tow vehicle to begin pulling the aircraft in any direction without applying undue stress to the NLG.

The tow vehicle may utilize its drive system, which may include independently controlled drive wheels, to execute a rotation around its vertical axis. During this rotation, the TLU may remain stationary relative to the aircraft, potentially preventing any twisting forces from being applied to the NLG. This feature may be particularly useful in confined spaces or when precise aircraft positioning is required.

In some implementations, the controller may coordinate the rotation of the tow vehicle with real-time feedback from the absolute encoder and other sensors within the TLU. This coordination may help ensure that the orientation of the NLG remains constant throughout the rotation process. The system may make continuous micro-adjustments to compensate for any slight deviations, potentially maintaining the alignment between the aircraft and the tow vehicle.

The ability to rotate without turning the NLG may offer several potential benefits. It may reduce wear and tear on the aircraft's landing gear by minimizing lateral forces during maneuvering. This feature may also enhance operational flexibility, allowing the tow vehicle to reposition itself relative to the aircraft without the need for complex multi-point turns or disconnecting and reconnecting the NLG.

In some cases, this rotational capability may be combined with the tow vehicle's visual line guidance and object recognition system. The system may detect obstacles or markings in the surrounding environment and use this information to guide the rotation process. This integration may allow for precise alignment with taxiway lines or positioning within tight hangar spaces.

The rotation without NLG turning feature may also contribute to the overall efficiency of ground operations. It may allow for quicker aircraft repositioning, potentially reducing turnaround times and improving gate utilization at busy airports. In some implementations, this feature may be particularly valuable for pushback operations, enabling the tow vehicle to align itself with the designated pushback path without placing stress on the aircraft's landing gear.

4 FIG. 3 FIG. 400 402 300 illustrates an autonomous pushback processthat may involve a sequence of steps for capturing an aircraft, initiating pushback, and aligning the aircraft with a pushback line. The process may begin with step, where the aircraft is captured by a tow vehicle (e.g., an autonomous or semi-autonomous tow vehicle) using the autonomous aircraft capturing processdescribed in. This step may involve securing the aircraft's nose landing gear (NLG) within the turntable lifting unit (TLU) of the tow vehicle.

5 FIG. 500 502 504 506 508 510 512 In airports and on aircraft carriers, pushback lines may be used as visual guides for aircraft ground movements, particularly during pushback operations. These lines may be painted or otherwise marked on the ground surface, providing a clear path for aircraft to follow when being pushed back from gates, parking positions, or other stationary locations., for example, illustrates a sample airport layout, including various aircraft, tow vehicle, passenger gates, pushback lines, taxiway, and centerline.

At airports, pushback lines may serve several purposes. They may help guide tow vehicles and aircraft along predetermined routes, ensuring safe clearance from nearby obstacles, other aircraft, and ground equipment. These lines may also assist in maintaining orderly traffic flow on the apron or tarmac, potentially reducing the risk of collisions or congestion.

On aircraft carriers, pushback lines may be particularly crucial due to the limited space available on the flight deck. These lines may guide precise aircraft movements during repositioning operations, helping to optimize the use of available deck space and facilitate efficient launch and recovery operations.

The autonomous navigation of pushback lines by aspects of the disclosure may significantly enhance safety, increase efficiency, and reduce personnel requirements during pushback operations. By utilizing advanced sensor systems and intelligent control algorithms, the tow vehicle may precisely follow pushback lines without constant human guidance.

In terms of safety, the autonomous system may continuously monitor the environment for potential obstacles or hazards using its sensor array. This constant vigilance may reduce the risk of collisions with other vehicles, equipment, or personnel on the tarmac. The system may also maintain a consistent and optimal distance from the aircraft, potentially minimizing the risk of damage to the aircraft or tow vehicle during the pushback process.

Efficiency may be improved in several ways. The autonomous system may execute pushback maneuvers with a high degree of precision and consistency, potentially reducing the time required for each operation. This precision may allow for smoother transitions between different phases of the pushback process, such as initial alignment, straight pushback, and turns at intersections. The system may also optimize the pushback path based on real-time data, potentially adapting to changing conditions on the tarmac more quickly than a human operator.

The reduction in required personnel may also be substantial. Traditional pushback operations often require multiple ground crew members, including a tow vehicle operator, wing walkers, and a person in communication with the flight deck. With autonomous pushback capabilities, many of these roles may be consolidated or eliminated. The system may perform the functions of guidance, obstacle detection, and aircraft alignment without direct human intervention. This reduction in personnel may lead to cost savings for airlines and airport operators, as well as potentially increasing the number of simultaneous pushback operations that can be managed with existing staff levels.

Furthermore, the autonomous system may operate effectively in various weather conditions and visibility levels, potentially maintaining consistent performance in situations where human operators might struggle. This capability may contribute to improved on-time performance and reduced weather-related delays in pushback operations.

The integration of the autonomous pushback system with other airport management systems may further enhance its benefits. For example, the system may coordinate with air traffic control and gate management systems to optimize the timing and routing of pushback operations, potentially improving overall airport efficiency.

404 504 502 506 510 104 106 508 Following the capture of the aircraft, the process may proceed to step, where the pushback is initiated. In this step, the tow vehicle (e.g., tow vehicle) may begin to move, pushing the aircraft (e.g., aircraft) away from its parking position (e.g., at passenger gate) toward a taxiway or runway (e.g., taxiway). The tow vehicle may include a controller configured to receive data from the sensor system, which may comprise sensorsand. This sensor system may detect the position of the NLG relative to a pushback line (e.g., pushback line) on the ground.

406 In step, the tow vehicle in coordination with the TLU may automatically align the aircraft with the pushback line. The controller may process the data from the sensor system to determine the position of the NLG relative to the pushback line. Based on this information, the controller may control the TLU and automatically adjust the position of the tow vehicle relative to the NLG. This adjustment may help maintain alignment of the aircraft with the pushback line during the pushback operation.

408 In step, the autonomous pushback process may involve continuously adjusting the position of the aircraft tow vehicle to maintain alignment of the aircraft with the pushback line. The controller may process real-time data from the sensor system to determine any deviations from the desired alignment. Based on this information, the controller may send commands to the turntable lifting unit and drive systems of the tow vehicle to make fine adjustments to the vehicle's position and orientation.

410 512 As the pushback operation continues, the controller may be configured to detect, at step, when the main landing gear (MLG) of the aircraft reach an intersection of the pushback line with another line (e.g., a runway or taxiway centerline) indicating a turn. This detection may be accomplished through the sensor system or the visual line guidance and object recognition system. The system may use various methods to detect the pushback line and intersections, such as computer vision algorithms, LiDAR technology, or other sensing techniques.

As the pushback operation progresses, the system may continuously monitor for intersections in the pushback line. When an intersection is detected, the controller may analyze the geometry of the intersection to determine the available turn options. This analysis may involve processing data from multiple sensors to create a comprehensive understanding of the intersection layout.

412 Upon detecting an intersection, the controller may be configured to receive input indicating a turn direction at step. This input may come from a human operator (e.g., via a user interface on the tow vehicle or remote control system) or from a pre-programmed pushback plan. In some implementations, the system may also be capable of autonomously determining the appropriate turn direction based on the airport layout and the aircraft's destination, signals or gestures from ground personnel, radio instructions from air traffic control or ground control, and/or instructions from air traffic management systems.

414 514 5 FIG. Once the turn direction is determined, the system may initiate the aircraft rotation process in step. Based on the detected intersection and the indicated turn direction, the controller may automatically rotate the aircraft in place on its main landing gear (e.g., as illustrated by turn in place operationin). This rotation may be achieved by causing the two sets of MLG wheels to rotate in opposite directions, effecting a stationary turn.

In some implementations, the sensor system may determine how to rotate the aircraft by calculating the distance between the NLG and the MLG. This calculation may be performed using data from various sensors, such as LiDAR, cameras, or ultrasonic sensors, which may provide precise measurements of the aircraft's dimensions and wheel positions.

Once the distance between the NLG and MLG is determined, the controller may use this information to calculate the optimal angle at which the tow vehicle should position itself relative to the aircraft. This positioning may allow the tow vehicle to initiate a turn that causes the wheels of the MLG to rotate in opposite directions.

The tow vehicle may then align itself at the calculated angle. As the tow vehicle begins to move, it may apply force to the NLG in a way that causes the aircraft to pivot around its center of gravity. This pivoting motion may result in the MLG wheels rotating in opposite directions, with one set of wheels moving forward and the other set moving backward.

By initiating the turn in this manner, the system may minimize the lateral forces applied to the MLG wheels. This approach may result in little to no strain on the MLG wheels during the turning process, potentially reducing wear and tear on the aircraft's landing gear components.

The controller may continuously monitor the rotation of the aircraft using its sensor system, making real-time adjustments to the tow vehicle's position and force application as needed. This ongoing adjustment may help maintain the optimal turning angle throughout the rotation process, ensuring smooth and efficient aircraft movement.

In some aspects, the system may also take into account factors such as the aircraft's weight distribution, tire pressure, and surface conditions when calculating the optimal turning strategy. These considerations may allow the system to further refine its approach, potentially resulting in even smoother and more efficient aircraft rotations.

During the rotation, the system may continuously monitor the aircraft's position relative to the new pushback line direction. The controller may make real-time adjustments to ensure a smooth transition onto the new path, potentially using predictive algorithms to anticipate and correct for any deviations.

Throughout the pushback operation, the controller may continuously adjust the position of the tow vehicle to maintain alignment with the pushback line and execute any required turns. This autonomous process may help ensure precise and consistent pushback operations, potentially reducing the risk of errors and improving overall efficiency.

In some implementations, the autonomous pushback process may continue indefinitely, accommodating any number of turns or directional changes, until the pilot of the aircraft assumes control for taxiing or take-off. This extended pushback capability may allow for greater flexibility in aircraft ground movements, potentially enabling more efficient use of airport taxiways and runways.

The tow vehicle may be configured to follow complex pushback paths that may include multiple turns, curves, and straight sections. The visual line guidance and object recognition system may continuously detect and interpret ground markings, allowing the tow vehicle to navigate these paths accurately. In some cases, the system may be capable of following temporary or newly painted lines, adapting to changes in airport layout or traffic flow.

During extended pushback operations, the controller may continuously monitor for potential obstacles or conflicts with other ground traffic. The sensor system may detect other vehicles, equipment, or personnel in the vicinity, and the controller may adjust the pushback path or speed accordingly to maintain safe operations. In some implementations, the system may be integrated with airport traffic management systems, allowing for coordinated movements with other aircraft and ground vehicles.

The autonomous pushback system may also be capable of responding to dynamic instructions from air traffic control or ground control. In some aspects, the system may receive updated routing information in real-time, allowing for on-the-fly adjustments to the pushback path. This flexibility may be particularly useful in busy airport environments where traffic patterns may change rapidly.

416 Upon completion of the pushback operation, the controller may be further configured to automatically release the aircraft from the tow vehicle in step. The controller may first bring the tow vehicle to a complete stop at the designated release point. It may then command the TLU to lower the aircraft's NLG to the ground.

Once the NLG is firmly on the ground, the system may command the gate of the TLU to unlock and open. The tow vehicle may then slowly move away from the aircraft, ensuring that all components are clear of the aircraft's structure. Throughout this release process, the system may continue to monitor the position and status of all components using its sensor array to ensure a safe and controlled release. After the physical separation is complete, the system may perform a final check to confirm that all systems are disengaged and that the tow vehicle is at a safe distance from the aircraft.

The autonomous release process may help streamline the transition from pushback to taxiing, potentially reducing the time required for this phase of ground operations. By automating these steps, the system may also help reduce the risk of errors or miscommunications that could occur during a manual handover process.

As discussed above, the autonomous aircraft capturing and lifting system may incorporate advanced control and sensing capabilities to enhance its performance in aircraft handling and towing operations. The controller may integrate data from multiple sensors to create a comprehensive understanding of the system's environment and the aircraft's position.

In some aspects, the autonomous aircraft capturing and lifting system may include a visual line guidance and object recognition system. The system may be camera-based and may be configured to detect various visual cues, including line markings, objects, or symbols on the ground or in the surrounding environment, as well as human gestures from ground personnel.

In some implementations, the system may include an artificial intelligence/machine learning (AI/ML) component. This component may be trained on real-world airport operations data, allowing it to interface effectively with the sensor fusion system. The AI/ML component may assist in object, symbol, and gesture recognition, potentially improving the system's ability to interpret its environment. Additionally, the AI/ML component may contribute to decision-making processes, potentially enhancing the system's autonomy and adaptability.

The AI/ML component may also provide additional safety features. For example, it may be capable of identifying potential hazards or unusual situations that might not be easily detected by traditional sensor systems. This enhanced situational awareness may contribute to safer operations in busy airport environments.

In some aspects, the system may include an interface component configured to access a digital twin of the operating environment. This digital twin may be a fixed representation of the airport or aircraft carrier layout stored in onboard memory, or it may be updated in real-time through wireless communications to reflect current conditions. By interfacing with this digital twin, the system may gain access to detailed information about the operating environment, potentially enhancing its ability to navigate and make decisions.

The digital twin interface may assist in the autonomous decision-making process by providing additional context for the system's operations. For example, it may offer information about scheduled aircraft movements, temporary obstacles, or changes in airport layout. This information may allow the system to anticipate challenges and adjust its operations accordingly, potentially improving efficiency and safety.

In some implementations, the digital twin data may reside in cloud-based storage systems, allowing for centralized management and real-time updates across multiple tow vehicles and airport systems. This cloud-based approach may offer several advantages for the autonomous aircraft capturing and lifting system.

The cloud infrastructure may provide scalable storage capacity, enabling the system to maintain detailed digital representations of multiple airports or aircraft carriers. This may allow tow vehicles to access up-to-date information about various operating environments, even when moving between different locations.

Real-time updates to the digital twin data may be facilitated through the cloud. As changes occur in the physical environment, such as temporary runway closures, construction zones, or equipment relocations, these updates may be immediately reflected in the cloud-based digital twin. Tow vehicles may then access this updated information in real-time, ensuring their operations are based on the most current environmental data.

The cloud-based digital twin may also enable collaborative updating and maintenance of the environmental data. Multiple stakeholders, including airport authorities, airlines, and ground handling companies, may contribute to and benefit from the shared digital representation. This collaborative approach may result in a more comprehensive and accurate digital twin.

In some aspects, the cloud-based digital twin may integrate data from various sources, including IoT sensors deployed throughout the airport, weather stations, and air traffic management systems. This integration may provide a rich, multi-layered representation of the operating environment, potentially enhancing the tow vehicle's ability to make informed decisions.

The cloud infrastructure may also facilitate advanced analytics and machine learning processes on the digital twin data. These processes may identify patterns, predict potential issues, and optimize routes based on historical and real-time data, potentially improving the efficiency and safety of tow vehicle operations.

The integration of these advanced control and sensing capabilities may result in a highly sophisticated autonomous aircraft capturing and lifting system. By combining sensor fusion, visual recognition, AI/ML capabilities, and digital twin integration, the system may be capable of performing complex aircraft handling and towing operations with a high degree of precision and adaptability.

In other aspects of the disclosure, the tow vehicle may be designed to operate in a wide range of environmental conditions, enhancing its versatility and reliability in various airport settings. In some aspects, the tow vehicle may be capable of functioning in temperatures ranging from −18° F. to +122° F., allowing for operation in both extremely cold and hot climates. The vehicle may also be designed to withstand up to 90% relative humidity, potentially enabling its use in humid coastal or tropical environments.

The drivetrain of the tow vehicle may incorporate advanced features for improved performance and reliability. In some implementations, the vehicle may be equipped with two individual drive units, each containing a redundant drive system (i.e., four total drive wheels). These drive systems may utilize twin electrical high-torque rotary drive hub gear motors, potentially providing enhanced traction and maneuverability. The power supply for these motors may be a 48V system, with a total effective power output of 20 kW AC. This configuration may offer a balance of power and efficiency suitable for aircraft towing operations.

In some implementations, for enhanced redundancy and performance, each drive wheel of the tow vehicle may be powered by its own dedicated motor, such as a 5 kW motor. This configuration may provide several potential benefits, including improved traction control, increased maneuverability, and enhanced fault tolerance.

The system may be designed to optimize efficiency during operation. For instance, once the initial inertia of the aircraft is overcome and the tow vehicle is in motion, the controller may selectively deactivate one or more motors. This approach may help conserve energy and extend the operational range of the vehicle.

The controller may continuously monitor various parameters such as wheel speed, traction, and power consumption. In some cases, if a wheel loses traction or if additional power is required, the system may rapidly reactivate the previously deactivated motors. This dynamic power management strategy may allow the tow vehicle to maintain optimal performance while minimizing energy consumption.

To enhance durability and reduce maintenance requirements, the tow vehicle may be fitted with solid rubber tires. These tires may offer increased resistance to wear and tear compared to pneumatic tires, potentially extending their operational lifespan and reducing the frequency of tire replacements.

The towing capacity of the vehicle may be substantial, potentially allowing it to handle a wide range of aircraft sizes. In some aspects, the tow vehicle may be capable of towing airframes with a maximum takeoff weight (MTOW) of up to 132,000 lbs. This capacity may enable the vehicle to service a variety of commercial and military aircraft, enhancing its versatility in different airport environments.

One of the key advantages of the tow vehicle may be its potential to improve space utilization in hangar and apron areas. The design and maneuverability of the vehicle may allow for more efficient positioning and movement of aircraft in confined spaces. In some cases, the use of this tow vehicle may increase the utilization of hangar space by up to 60% compared to conventional tow tractors. This improved space efficiency may lead to significant operational benefits for airports and maintenance facilities, potentially allowing for the accommodation of more aircraft in a given area or reducing the need for expansive hangar facilities.

6 FIG. 600 602 604 606 In some aspects, the autonomous aircraft capturing and lifting system may incorporate an Offline Intelligence Advanced Driver Assistance System (OI-ADAS) to enhance its operational capabilities, e.g., by means of operator-guided towing with intelligent line following and parking assistance, and safety features such as real-time force feedback and emergency intervention. This system may be designed to function effectively even in environments with limited or no network connectivity, ensuring reliable performance across various airport settings.illustrates a system diagram of an OI-ADASintegrated with a tow vehicleequipped with a turntable lifting unitand a sensor system.

600 600 602 The OI-ADASmay be utilized in various scenarios to enhance the efficiency and safety of aircraft ground operations. In some implementations, the system may serve as a parking aid to position aircraft in different airport environments. When operating in hangars or maintenance facilities, the OI-ADASmay use its visual recognition capabilities to identify available parking spots and guide the tow vehicleto precisely position the aircraft. The system may analyze the dimensions of the aircraft and the available space, potentially optimizing the placement to maximize hangar capacity.

600 600 For gate parking operations, the OI-ADASmay assist in aligning the aircraft with passenger boarding bridges and ground service equipment. The system may detect visual markers on the tarmac and use them as reference points to ensure accurate positioning. In some cases, the OI-ADASmay operate in a semi-autonomous mode, allowing human operators to make final adjustments while benefiting from the system's precision guidance.

600 602 When positioning aircraft in flightlines, the OI-ADASmay coordinate with air traffic control systems to determine the optimal placement based on departure schedules and aircraft types. The system may guide the tow vehiclealong predetermined paths, potentially reducing congestion and improving overall flightline efficiency.

600 614 600 For line assistance and guidance during towing or automated pushback operations, the OI-ADASmay utilize its visual recognition capabilities to detect and follow ground markings such as taxiway centerlines and pushback lines. The visual cue analyzermay continuously monitor the aircraft's position relative to these lines, making real-time adjustments to maintain proper alignment. In some implementations, the OI-ADASmay also recognize hand signals from ground personnel, allowing for seamless integration with existing airport communication protocols.

600 618 The OI-ADASmay play a crucial role in automated turntable adjustments and operations. When capturing an aircraft's nose landing gear, the system may use its sensor array to detect the exact position and orientation of the landing gear. Based on this information, the turntable control modulemay automatically adjust the turntable's position and angle to ensure optimal engagement. During lifting and rotation operations, the system may continuously monitor forces and adjust the turntable to maintain stability and prevent stress on the aircraft structure.

620 602 606 620 714 716 7 FIG. In terms of collision avoidance, the collision avoidance modulemay employ a multi-layered approach to ensure safety during both fully autonomous and operator-guided operations. In autonomous mode, the system may create a dynamic safety envelope around the aircraft and tow vehicle, constantly scanning for potential obstacles using its sensor system. If an obstacle is detected, the collision avoidance modulemay automatically adjust the vehicle's path or speed to avoid collision, as illustrated in stepsandof.

620 During operator-guided operations, the collision avoidance modulemay function as an intelligent safety co-pilot. The system may monitor the environment and the operator's inputs, potentially intervening if it detects an imminent collision risk. This intervention may take the form of haptic feedback through the controls, audible warnings, or in some cases, automatic braking or steering adjustments to prevent accidents. The system may monitor operator inputs during operator-controlled mode and detect intervention conditions including operator force applied to controls, excessive deviation from planned paths, and detection of imminent collision risks.

620 600 The collision avoidance capabilities of the collision avoidance modulemay extend to detecting and avoiding both static and moving obstacles. The system may predict the trajectories of other vehicles or personnel in the vicinity, adjusting its own path to maintain safe distances. In low-visibility conditions, such as nighttime operations or in adverse weather, the OI-ADASmay utilize its advanced sensor fusion techniques to maintain situational awareness and avoid collisions.

600 By incorporating these diverse use cases, the OI-ADASmay significantly enhance the safety, efficiency, and versatility of aircraft ground handling operations across various airport environments.

600 608 610 612 602 610 612 604 606 608 612 602 616 608 The OI-ADASincludes a local processing unit, a volatile memory, and a controllerintegrated within the tow vehicle. The volatile memoryprovides temporary data processing capabilities for processing sensor data without persistent storage. The controller, as described above with respect to earlier figures, interfaces with the turntable lifting unit, drive systems, and sensor systemthrough the CAN bus system to coordinate all vehicle operations. This local processing unitmay be equipped with high-performance computing capabilities, allowing it to handle complex calculations and decision-making processes without relying on external data centers or cloud-based resources. The controllerprocesses sensor data in real-time to determine the position of the tow vehiclerelative to the aircraft and ground markings, and generates appropriate commands for the vehicle's systems through the control command generator. The local processing unitmay utilize advanced algorithms and machine learning models that have been pre-trained on extensive datasets of airport layouts, aircraft specifications, and operational scenarios.

600 1. A perception layer that interprets raw sensor data to identify and classify objects in the tow vehicle's environment. 2. A localization layer that determines the precise position of the tow vehicle within the airport or carrier deck. 3. A planning layer that generates optimal paths and maneuvers based on the current situation and operational goals. 4. An execution layer that translates high-level plans into specific control commands for the tow vehicle's systems. In some implementations, the OI-ADASmay employ a multilayered architecture to process and analyze data from various onboard sensors. This architecture may include:

7 FIG. 700 702 704 706 The system may utilize a combination of sensor fusion techniques to create a comprehensive understanding of its surroundings. This may involve integrating data from multiple sensor types, such as cameras (e.g., GMSL cameras), ultrasonic sensors, accelerometers, gyroscopes, and magnetometers. By combining these diverse data sources, the system may be able to maintain accurate situational awareness even in challenging conditions such as low visibility or inclement weather. As illustrated in, the methodincludes capturing sensor data from a sensor system in step, processing the sensor data in volatile memory in step, and analyzing visual cues to determine position and orientation in step.

600 602 610 In some aspects, the OI-ADASmay be specifically configured to operate in secure and network-denied environments, such as military installations or classified areas. In these implementations, the tow vehiclemay operate with no preexisting knowledge of the operating environment and retain no information about the environment after operation. All sensed data, including imagery, forces, trajectories, and other measurements, may be processed exclusively in volatile memoryand never stored persistently. Each visual frame captured by the camera system may be discarded immediately after evaluation, ensuring no visual record of the environment is maintained. This immediate discarding of visual frames involves completely removing the pixel data from memory after the necessary features have been extracted and analyzed, with no temporary caching or buffering of previous frames.

608 In some embodiments designed for maximum security, the system may operate without telemetry, Bluetooth, Wi-Fi, GPS, radar, ultrasonic, or infrared sensors, eliminating potential vectors for data leakage or unauthorized access. This configuration may rely exclusively on visual sensors for environmental awareness, with all processing occurring locally in the local processing unitand all data being erased upon completion of each processing cycle. The system may be physically isolated from external networks or storage devices, with no capability to transmit or receive data during operation.

600 614 614 616 700 708 710 712 7 FIG. For navigation in these secure environments, the OI-ADASmay rely exclusively on visual cues such as painted lines, markers, and parking indicators on the ground surface. The visual cue analyzermay be trained to recognize and follow standard airport markings, including pushback lines, taxiway centerlines, and position indicators. This approach allows the system to navigate effectively without requiring any stored maps or location data. The visual cue analyzermay identify these markings in real-time, process their meaning, and the control command generatormay generate appropriate movement commands without retaining any information about the specific layout or characteristics of the operating environment. As shown in, the methodincludes generating control commands based on analyzed visual cues in step, controlling the turntable lifting unit in step, and maneuvering the tow vehicle to tow the aircraft in step.

600 The OI-ADASmay utilize a multi-sensor approach to estimate its pose (position and orientation) with high accuracy. This approach may involve integrating data from various sensors to create a comprehensive understanding of the tow vehicle's state and movement.

614 Visual feedback from cameras may play a crucial role in pose estimation. The visual cue analyzermay use computer vision algorithms to identify and track visual features in the environment, such as ground markings, stationary objects, or structural elements of the airport. By analyzing the relative positions and movements of these features across multiple camera frames, the system may estimate its own motion and position changes.

606 602 800 802 8 8 FIGS.A-C 9 FIG. In some implementations, the sensor systemmay incorporate cameras (e.g., Gigabit Multimedia Serial Link (GMSL) cameras) to provide high-performance visual sensing capabilities. These cameras may be strategically positioned throughout the tow vehicleto serve multiple sensing functions during aircraft handling operations. As illustrated in, a tow vehiclemay be equipped with multiple cameras positioned to monitor both the ground surface and the aircraft, or parts thereof such as the NLG and/or MLG as illustrated in, during towing operations.

8 8 FIGS.A-C 8 8 FIGS.B-C 804 800 804 a a The cameras may be configured for ground sensing applications, where they capture and analyze tarmac markings such as pushback lines, taxiway centerlines, parking position indicators, and other ground-based visual cues. As shown in, ground camerasmay be mounted around the perimeter of the tow vehicleat optimal angles to provide clear visibility of surface markings while minimizing interference from shadows, reflections, or environmental conditions. These ground camerascreate a comprehensive field of view around the vehicle, indicated by the shaded region in, enabling continuous monitoring of ground markings during towing operations.

602 804 800 8 8 FIGS.A-C a For obstacle detection purposes, cameras may be positioned around the perimeter of the tow vehicleto monitor the surrounding environment for potential hazards. As illustrated in, the ground cameraspositioned around the tow vehiclecan detect static obstacles such as ground support equipment, barriers, or structures, as well as moving objects including other vehicles, personnel, or aircraft. The high-resolution imaging capabilities of GMSL cameras may enable precise identification and classification of obstacles at various distances within the camera's field of view.

606 804 806 808 800 802 8 8 FIGS.A-C b The sensor systemmay also include cameras specifically oriented toward aircraft landing gear sensing. As shown in, landing gear cameras, which may incorporate depth-sensing capabilities, may be positioned to monitor the nose landing gear tireand main landing gear tiresduring capturing, lifting, and towing operations, providing visual feedback and precise distance measurements on the positioning and condition of the landing gear components. The strategic positioning of these depth-sensing cameras ensures comprehensive visual coverage and accurate spatial awareness of critical connection points between the tow vehicleand aircraft.

600 608 8 8 FIGS.A-C GMSL cameras in particular may offer several advantages for the OI-ADASsystem. The high-bandwidth serial link architecture may enable transmission of uncompressed, high-resolution video data over long cable runs without signal degradation. This capability may be particularly beneficial in the tow vehicle environment, where cameras may be distributed across the vehicle's structure, as illustrated in, and connected to the central processing unitthrough extended cable paths.

The GMSL interface may provide robust electromagnetic interference (EMI) immunity, which may be important in the airport environment where various electronic systems and radio frequency sources are present. This interference resistance may help maintain consistent image quality and data integrity during operations, ensuring reliable visual data from all cameras.

614 800 802 8 8 FIGS.A-C In some aspects, GMSL cameras may incorporate active alignment lenses that can be precisely adjusted to maintain optimal focus and image quality despite vibration or movement of the tow vehicle. These cameras may support high frame rates and low latency data transmission, enabling real-time processing of visual information by the visual cue analyzer. This rapid data processing capability may be particularly valuable for collision avoidance applications and dynamic obstacle detection, where immediate response to changing conditions may be required. As shown in, the comprehensive camera coverage around the tow vehicleand aircraftensures that potential obstacles or hazards can be detected from multiple angles simultaneously.

8 8 FIGS.A-C 804 804 a b The GMSL architecture may also facilitate camera synchronization across multiple units, allowing the system to capture coordinated images from different viewpoints simultaneously. This synchronized capture capability may enhance the accuracy of pose estimation and environmental mapping by providing temporally aligned visual data from multiple perspectives. As illustrated in, the ground camerasand landing gear cameraswork together to provide a complete visual understanding of both the tow vehicle's surroundings and its interaction with the aircraft's landing gear system.

810 800 802 910 902 906 908 9 FIG. The field of viewprovided by the camera system may extend across multiple zones around the tow vehicleand aircraftcombination. As shown in, the field of viewbeneath an aircraftmay encompass the area around both the nose landing gearand main landing gear, enabling comprehensive monitoring of the aircraft's ground contact points during towing operations. This extended coverage may allow the system to maintain visual awareness of the aircraft's stability and positioning throughout various maneuvers. A benefit of focusing the field of view specifically on the landing gear areas is that it inherently limits the capture of potentially sensitive information about the aircraft's design, payload, or other classified features. By restricting visual data collection to only the landing gear and immediate surrounding ground areas necessary for safe towing operations, the system maintains operational security while still providing all required visual feedback for precise maneuvering.

804 800 804 a b In some implementations, the camera positioning may be optimized to minimize blind spots while maximizing coverage of areas where potential hazards or important visual cues may be present. The ground camerasmay be angled to capture ground markings at various distances ahead of and around the tow vehicle, while the landing gear camerasmay focus on the immediate vicinity of the aircraft's landing gear components to ensure proper engagement and monitoring during operations.

600 800 802 8 FIG.B In some implementations, the OI-ADASmay automatically adjust the automated turntable angle to ensure that the nose wheel remains parallel to the longitudinal axis of the aircraft during towing operations. This capability may be particularly valuable when the towing process is initiated at an angle, such as when the tow vehicleapproaches the aircraftfrom a non-aligned position, as illustrated inwhere the initial engagement may occur at approximately 30° relative to the aircraft's centerline.

602 600 602 606 602 618 602 When towing begins with the turntable positioned at an angle relative to the tow vehicle, the OI-ADASmay continuously monitor the relative positioning between the tow vehicleand aircraft through the sensor system. As the tow vehiclebegins to pull and the aircraft naturally begins to align itself with the direction of travel, the turntable control modulemay automatically adjust the turntable angle to maintain proper nose wheel alignment. This dynamic adjustment may allow the aircraft to become aligned behind the tow vehiclewithout requiring manual intervention from operators.

602 614 804 612 b The turntable angle adjustment calculations may operate with dynamic movement parameters, taking into account the real-time motion of both the tow vehicleand aircraft. The visual cue analyzermay continuously process data from the landing gear camerasto determine the current orientation of the nose landing gear relative to the aircraft's longitudinal axis. The controllermay then calculate the required turntable rotation to maintain parallel alignment between the nose wheel and the aircraft's centerline.

602 In some aspects, the speed of turntable rotation may vary dynamically based on several operational parameters. The steering angle of the tow vehiclemay influence the rate of turntable adjustment, with sharper turns requiring more rapid turntable rotation to maintain proper alignment. The system may also differentiate between pulling and pushing operations, adjusting the turntable rotation speed accordingly. During pulling operations, the turntable may rotate more gradually as the aircraft naturally follows the tow vehicle's path, while pushing operations may require more aggressive turntable adjustments to maintain proper alignment.

618 216 The turntable control modulemay employ predictive algorithms to anticipate the required turntable adjustments based on the tow vehicle's intended path and current steering inputs. This predictive capability may enable smoother turntable movements and reduce the likelihood of overcorrection or oscillation during alignment processes. The absolute encodermay provide precise feedback on the turntable's current position, allowing the system to make fine adjustments with high accuracy.

In some cases, the automatic turntable adjustment system may incorporate safety limits to prevent excessive rotation speeds or angles that could stress the aircraft's nose landing gear structure. The integrated torque sensors may monitor the forces applied to the landing gear during turntable adjustments, automatically reducing rotation speed or halting movement if predetermined force thresholds are exceeded. This force monitoring capability may help protect both the aircraft and tow vehicle from potential damage during dynamic alignment operations.

612 Motion feedback sensors may provide complementary data to enhance pose estimation accuracy. Accelerometers may measure linear acceleration in three dimensions, allowing the system to track changes in velocity and position over time. Gravitometers may provide information about the tow vehicle's orientation relative to the Earth's gravitational field, helping to determine pitch and roll angles. Gyroscopes may measure angular velocity, enabling the system to track rotational movements and changes in heading. Gyroscopes may measure angular velocity, enabling the system to track rotational movements and changes in heading. The controllermay fuse data from the camera and at least one of the gravitometer, accelerometer, gyroscope, or magnetometer to estimate the tow vehicle's pose.

600 In some implementations, the OI-ADASmay incorporate a magnetometer or compass to detect the Earth's magnetic field. This sensor may provide absolute heading information, which may be particularly useful for maintaining long-term orientation accuracy.

600 616 The pose estimation information generated through this multi-sensor approach serves as a foundational input for several critical components of the OI-ADAS. The control command generatormay directly utilize pose data to calculate appropriate steering angles, speed adjustments, and turntable positions needed to maintain the desired trajectory during towing operations. By continuously comparing the current estimated pose with the intended path, the system can generate precise control commands that minimize deviation and ensure smooth movement.

618 604 The turntable control modulemay leverage pose estimation data to optimize the positioning and operation of the turntable lifting unit. When capturing an aircraft's nose landing gear, accurate pose information enables precise alignment between the turntable and the landing gear. During towing operations, the module may continuously adjust the turntable's orientation based on the tow vehicle's estimated pose relative to the aircraft, helping to maintain proper alignment and minimize stress on the landing gear structure.

620 The collision avoidance modulemay integrate pose estimation with obstacle detection data to create dynamic safety envelopes around the tow vehicle and aircraft. By accurately tracking the position and orientation of the combined vehicle-aircraft system, the module can precisely calculate proximity to potential obstacles and determine appropriate avoidance strategies. This integration enables the system to predict potential collision scenarios before they occur and take preventive action, such as adjusting speed or trajectory to maintain safe clearances.

622 The short-term path estimation modulemay build upon pose estimation data to project the tow vehicle's future trajectory. By combining the current pose with velocity vectors and planned control inputs, the module can generate predictions about where the vehicle will be positioned in the next few seconds. These predictions enable proactive decision-making, allowing the system to anticipate challenges such as tight turns or narrow passages and adjust its approach accordingly before reaching them.

During mode transitions between autonomous and operator-controlled operation, pose estimation data may provide continuity and safety. As the system transfers control, accurate knowledge of the current position and orientation ensures that there are no sudden corrections or movements that could stress the aircraft structure or create unsafe conditions. The pose information may also be used to provide visual feedback to operators, helping them understand the current state of the system and make appropriate control inputs during manual operation.

Force feedback from the turntable unit may offer additional insights into the tow vehicle's interaction with the aircraft. By measuring forces and torques at the interface between the turntable and the aircraft's nose landing gear, the system may infer information about the vehicle's movement and orientation relative to the aircraft.

600 To integrate these diverse sensor inputs and produce a robust pose estimate, the OI-ADASmay employ Kalman filtering techniques. Kalman filters may be particularly well-suited for this application due to their ability to combine noisy measurements from multiple sources and produce optimal state estimates.

600 604 The OI-ADASmay incorporate integrated torque sensors at the turntable lifting unitand drive system to provide force and motion feedback. These sensors may detect resistance or unexpected forces during operation independently of visual sensor data, which may indicate potential collisions or obstacles. When abnormal forces are detected, the system may immediately adjust its operation parameters or initiate emergency stopping procedures to prevent damage to the aircraft or surrounding equipment and maintain stability of the tow vehicle and aircraft. This mechanical feedback mechanism provides an additional layer of collision avoidance that functions independently of visual sensors, enhancing safety in low-visibility conditions or when visual sensors may be limited.

The integrated torque sensors may also monitor forces applied to the aircraft's nose landing gear during lifting and towing operations and detect abnormal force patterns indicating potential mechanical stress or misalignment. The system may generate autonomous responses by automatically reducing applied forces or halting operations when force thresholds are exceeded to prevent damage to the aircraft or tow vehicle.

600 The OI-ADASmay utilize advanced model training techniques leveraging digital simulation and high-fidelity digital twins of the towing vehicle and aircraft. These digital twins may provide a virtual environment for generating extensive training data without the need for physical prototypes or real-world testing.

In some implementations, the digital twins may simulate sensor data from multiple sources, including visual sensors, inertial measurement units, and force feedback systems. The simulated sensor outputs may closely mimic the characteristics of real sensors, including noise, drift, and other imperfections. This approach may allow the system to learn robust perception and decision-making strategies that can generalize to real-world conditions.

The digital twins may also model the complex dynamics of both the towing vehicle and aircraft. This may include accurate representations of mass distribution, inertia, friction, and aerodynamic effects. By simulating these physical properties, the system may learn to anticipate and compensate for the unique challenges of maneuvering large aircraft in confined spaces.

Control inputs for the simulated towing vehicle may be generated through a combination of programmed scenarios and reinforcement learning algorithms. These algorithms may explore a wide range of possible actions and learn optimal strategies for different situations. The digital environment may allow for rapid iteration and testing of control policies without the risk or expense associated with physical trials.

Environmental constraints, such as airport layout, weather conditions, and operational rules, may be incorporated into the digital simulations. This may enable the system to learn context-aware behaviors and adapt to varying operational conditions. The simulations may include rare or hazardous scenarios that would be difficult or dangerous to replicate in real-world training.

The training data generated through these simulations may encompass both synthetic visual inputs and emulated mechatronic feedback. Visual data may include simulated camera feeds representing various lighting conditions, weather effects, and airport configurations. Mechatronic feedback may simulate the forces and torques experienced by the towing vehicle during different maneuvers and aircraft interactions.

The final trained models may be deployed on offline systems with no external connectivity, ensuring the security and independence of the autonomous towing system. These models may encapsulate the learned behaviors and decision-making processes without requiring access to external data sources or cloud-based computing resources.

The use of digital simulation and high-fidelity digital twins for model training may offer several potential advantages. It may allow for extensive testing and refinement of the autonomous system's capabilities without the need for costly and time-consuming physical trials. The approach may also enable the exploration of a wider range of scenarios and edge cases than would be practical with real-world testing alone, potentially resulting in more robust and adaptable systems.

600 600 The OI-ADASmay incorporate hybrid operational capabilities, allowing for seamless transitions between operator-guided control and autonomous control. This flexibility may enhance the system's adaptability to various operational scenarios and provide an additional layer of safety and oversight. The system may automatically transition between fully autonomous and operator-controlled modes based on detected intervention conditions while maintaining safety constraints throughout the transition. Transitions from autonomous to operator-controlled mode may be triggered by operator input through the control interface, detection of complex environmental conditions requiring human judgment, or system uncertainty about the optimal path forward. When transitioning to operator control, the system may gradually transfer authority while providing haptic feedback and visual guidance to ensure smooth handover. Conversely, transitions from operator-controlled to autonomous mode may occur when the operator releases controls, when the system detects routine operations that can be safely automated, or when the operator explicitly activates autonomous mode through the interface. In both transition directions, the OI-ADASmay maintain a continuous safety envelope, temporarily operating in a hybrid state where both systems influence control decisions to prevent abrupt changes that could affect aircraft stability or positioning accuracy.

622 700 714 716 7 FIG. In some implementations, the system may feature a short-term path estimation module. This module may continuously predict the tow vehicle's trajectory (e.g., for the next few seconds) based on current sensor data, control inputs, and/or environmental conditions without storing historical path information. The short-term path estimation may operate exclusively in volatile memory, analyzing only the most recent sensor frames to project potential vehicle positions and orientations over a limited time horizon. Unlike traditional path planning systems that build and maintain environmental maps, this module generates ephemeral trajectory predictions that exist only momentarily during processing and are immediately discarded after use. The module may employ geometric primitives and relative spatial relationships rather than absolute positioning, allowing it to function effectively without retaining or referencing persistent environmental data. This approach enables the system to maintain situational awareness while preserving operational security in sensitive environments. The short-term path estimation may serve as a basis for both autonomous decision-making and operator guidance, as illustrated inwhere the methodincludes checking for obstacles in stepand generating avoidance maneuvers in stepif obstacles are detected. When obstacles are detected, the module rapidly may recalculate potential trajectories within the same processing cycle, ensuring that no record of the obstacle's specific characteristics or location persists beyond the immediate need for avoidance.

The operator interface may include a display showing the estimated short-term path overlaid on a real-time view of the environment. This visualization may help operators anticipate the system's actions and intervene if necessary. The interface may also provide haptic feedback through the control inputs, subtly guiding the operator towards optimal paths or alerting them to potential hazards.

Intervention conditions may be defined to allow smooth transitions between autonomous and operator-guided control. For example, the system may detect when an operator applies force to the controls, interpreting this as an intention to intervene. Upon detecting intervention, the system may gradually transfer control to the operator while maintaining safety constraints. The system may monitor operator inputs during operator-controlled mode and detect intervention conditions including operator force applied to controls, excessive deviation from planned paths, and detection of imminent collision risks.

Halt conditions may be implemented to ensure safe operation in both autonomous and operator-guided modes. These conditions may include detection of unexpected obstacles, excessive forces on the turntable unit, or deviations from the planned path beyond a certain threshold. When a halt condition is triggered, the system may initiate a controlled stop and alert the operator.

The operator interface may also include customizable autonomy levels, allowing operators to adjust the balance between manual control and autonomous operation. This may range from fully manual control with system-provided guidance to fully autonomous operation with operator oversight.

600 The OI-ADASmay employ security-conscious mapping and trajectory planning techniques to ensure safe and efficient operation while maintaining data privacy and security. In some implementations, the system may utilize a dynamic, ephemeral mapping approach that avoids storing persistent environmental data.

600 The mapping process may involve real-time analysis of visual inputs from the tow vehicle's camera systems. As the vehicle moves through the environment, the OI-ADASmay construct a temporary, abstract representation of the surroundings using geometric primitives and relative spatial relationships. This representation may focus on identifying key features such as edges, corners, and open spaces, rather than capturing detailed structural information.

610 602 In some aspects, the system may employ a localization and mapping algorithm that operates solely in volatile memory. This approach may allow the tow vehicleto build and update a map of its immediate surroundings while simultaneously determining its own position within that map. The mapping process may be designed to discard older map data as the vehicle moves, maintaining only the information necessary for current navigation tasks.

602 700 718 7 FIG. Trajectory planning within this security-conscious framework may rely on real-time path generation algorithms. These algorithms may consider the current position of the tow vehicle, the desired destination, and the abstract environmental representation to compute optimal paths. As shown in, the methodincludes continuing the towing operation in stepafter checking for obstacles and generating avoidance maneuvers if necessary.

To enhance security, the trajectory planning system may avoid storing or transmitting complete path information. Instead, it may generate and execute movement commands in small increments, with each step being computed based on the current state and immediate sensor data. This approach may minimize the risk of unauthorized access to sensitive operational information.

600 602 600 The security-conscious mapping and trajectory planning techniques employed by the OI-ADASmay enable the tow vehicleto navigate complex airport environments effectively while maintaining a high level of data security and privacy. By focusing on real-time processing and avoiding persistent storage of environmental data, the system may minimize potential vulnerabilities while still providing robust navigation capabilities. The OI-ADASand its associated systems and methods may enhance the reliability and adaptability of the autonomous aircraft capturing and lifting system, allowing it to operate effectively in a wide range of environments and situations without relying on constant network connectivity or external computational resources. The system's ability to function in secure, network-denied environments while maintaining strict data security protocols makes it particularly suitable for sensitive military applications or operations involving classified aircraft.

In some aspects, the methods and systems presented herein may be embodied in hardware, software, firmware, or a combination thereof. The hardware components of the system may include one or more processors, memory devices, storage units, input/output interfaces, and network communication modules. The software and firmware may include non-transitory machine executable code stored on a computer-readable medium. The non-transitory machine executable code may include various modules corresponding to different system components. These modules may communicate through well-defined APIs, allowing for modular development and easier maintenance. The non-transitory machine executable code may be written in any suitable programming language and may be stored on various types of non-transitory computer-readable media, such as magnetic disks, optical disks, solid-state drives, or other storage devices. The code may be compiled, interpreted, or executed by one or more processors to implement the functionalities of the document review and approval system.

In some cases, the system may be implemented using a client-server architecture, where the user interface components run on client devices (e.g., the control unit) while the AI engine and other processing components operate on one or more servers. Alternatively, the entire system may be implemented as a standalone application running on a single device. In some implementations, the system may be deployed in a cloud computing environment, allowing for scalability and distributed processing. The various components of the system may be implemented as microservices, each running in its own container and communicating with other components through well-defined APIs.

The user interfaces may be implemented using various web technologies, such as HTML, CSS, and JavaScript, allowing for cross-platform compatibility and accessibility through web browsers. Native desktop and/or mobile applications may also be developed to provide access to the system on personal computers, smartphones, and tablets.

The AI/ML components may be implemented using machine learning frameworks and libraries, which may be regularly updated to incorporate the latest advancements in natural language processing and system automation techniques. The system may also include mechanisms for continuous learning and improvement based on user feedback, interaction data, and sensor data.

The use of the term “exemplary” in this disclosure may refer to “example” or “illustrative” and may not imply any preference or requirement. The use of the singular form of any word may include the plural and vice versa. Words importing a particular gender may include every other gender. The use of “or” may not be exclusive and may include “and/or” unless the context clearly dictates otherwise. The phrases “in one embodiment,” “in some embodiments,” “in various embodiments,” “in other embodiments,” and the like may all refer to one or more of the same or different embodiments. The term “based on” may mean “based at least in part on.” The term “may” may be used to describe optional features or functions. Any dimensions, measurements, or quantities given may be approximate and may vary within normal operational ranges. The use of relative terms such as “above,” “below,” “upper,” “lower,” “horizontal,” “vertical,” “top,” “bottom,” “side,” “left,” and “right” may be used to describe the relationship of one element to another and may not imply any particular orientation or direction unless specifically stated. The use of “including,” “comprising,” “having,” and variations thereof may mean “including, but not limited to” unless otherwise specified. Any sequence of steps or operations described may be varied or performed in a different order unless otherwise specified. Any numerical range recited may include all values from the lower value to the upper value and all possible sub-ranges in between. The term “about” or “approximately” may mean within an acceptable error range for the particular value as determined by one of ordinary skill in the art, which may depend in part on how the value is measured or determined.

A number of implementations have been described. Nevertheless, it will be understood that various modifications may be made without departing from the spirit and scope of the disclosure. Accordingly, other implementations are within the scope of the following claims.